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LEXX_Luthor
08-03-2005, 12:33 PM
Leadspitter, we need this Czech article on R-15 engine translated to english. I can't find a Czech online translator that works.

~> http://mzak.webzdarma.cz/motory/r-15/r-15.php

OT = On Topic, since Ye-150/152 and MiG-25 are closer to IL-2/FB than they are to LOMAC. http://forums.ubi.com/images/smilies/16x16_smiley-happy.gif

Thanks~

Long multipage article on J-58 engines (SR-71) ~> http://aerostories.free.fr/technique/J58/J58_01/page8.html
J-58 pics ~> http://www.wvi.com/~sr71webmaster/j-58~1.htm

LEXX_Luthor
08-03-2005, 12:33 PM
Leadspitter, we need this Czech article on R-15 engine translated to english. I can't find a Czech online translator that works.

~> http://mzak.webzdarma.cz/motory/r-15/r-15.php

OT = On Topic, since Ye-150/152 and MiG-25 are closer to IL-2/FB than they are to LOMAC. http://forums.ubi.com/images/smilies/16x16_smiley-happy.gif

Thanks~

Long multipage article on J-58 engines (SR-71) ~> http://aerostories.free.fr/technique/J58/J58_01/page8.html
J-58 pics ~> http://www.wvi.com/~sr71webmaster/j-58~1.htm

MEGILE
08-03-2005, 01:01 PM
LS speaks Czech? http://forums.ubi.com/groupee_common/emoticons/icon_confused.gif

JG7_Rall
08-03-2005, 01:18 PM
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Megile:
LS speaks Czech? http://forums.ubi.com/groupee_common/emoticons/icon_confused.gif </div></BLOCKQUOTE>


what he said http://forums.ubi.com/groupee_common/emoticons/icon_eek.gif

LeadSpitter_
08-03-2005, 03:06 PM
I can't speak czech I just know a bunch of basic words my grandparents spoke it fluently my parents dont they just know some of the basic words.

You can try this translator but its not very good. Ask veverka on HL he speaks it fluently.

http://www.translation-guide.com/free_online_translator...rom=Czech&to=English (http://www.translation-guide.com/free_online_translators.php?from=Czech&amp;to=English)

Utchoud
08-03-2005, 03:19 PM
I can speak Czech, the translation is underway.

Utchoud
08-03-2005, 04:06 PM
Here you are:

------------------------------------------------

An engine for fast, high-altitude MiG-25 aircraft. They were developed in the 1960s.

R-15

AMNTK Soyuz (Tumansky), Russia (development)
OKB of A. A. Mikulin, Russia (development)
MMPP Salyut, Russia (production)

The single-shaft R-15 engine was developed specially for flight at high altitude and at a speed exceeding M=2.5. The basic variant of the engine was designed by OKB-300 of S. K. Tumansky, further development was continued in cooperation with OKB of A. A. Mikulin. Initially, it was intended for use with the strategic nuclear cruising missile Tu-121 with a range of almost 4000 km. This missile was first launched in August 1959, but next year the project was abandoned, because the main interest was shifted to ballistic missiles. Specially for this type of devices, the 15K propulsion plant (also referred to as R-15K-300 or KR-15-300) with afterburner thrust of 10000 kp was developed. The first engines produced in series were mounted into €œgiant€ reconnaissance drones Tu-123 Jastreb (DBR-2). These originated by a modification of the Tu-121 missiles in 1960-61, were deployed on 23rd May 1964 and 52 of them had been produced until 1972. Regarding the thermodynamic processes, the R-15 was close to scramjets. This was corresponded by the supercharger outlet pressure, which was under static conditions very low even for that time period. The supercharger compression was compensated by scramjet compression and by a special uncontrollable nozzle. Because of this, the thrust at high altitudes and speeds of about M=2.5 was significantly higher than the one of usual engines €" it was close to 20 tons (almost 200 kN). Long lifetime was not expected, and the guaranteed service time without failure was determined to be only 50 hours. When related to the Tu-121 missile, the guaranteed service time is sometimes stated at only 15 hours, while the engine was able to run continually on full afterburner for 3 hours.

In 1957, a prototype of the E-150 fighter plane was designed on drawing boards. The use of the previous engines, modified and designated as R-15-300(M), was planned. It took 18 months to finish the engines, and the first E-150 prototype did not take off until 8th July 1960. Beginning in 1962, the second E-150 prototype tested the upgraded R-15M-300 engines with improved high-altitude performance. The direct successor of the E-150, the E-152, was flown since 21st May 1961, also with one R-15-300(M) engine (attention, the E-152A had two R-11F-300 engines). In the FAI system, the plane was referred to as E-166, and the engine as R-166. The lifetime already became a difficulty €" service time of only several dozen hours only sufficed for ground tests and trial flights, but for mass-produced aircraft, the engine had to be tuned up and much more reliable. Even though, the R-15-300 engines and modifications collected on the E-150, E-152 and E-152M planes a significant amount of flying hours, including flights at high altitudes and at high speeds. The E-151, the armed variant of the E-150 driven by the same engine, was only built as a mockup.

The R-15, as the only available engine with the required parameters, was chosen for propulsion of the E-155, the MiG-25 prototype. To tell the truth, it was not the only engine of this performance level. The Rybinsk design bureau led by P. A. Kolesov designed and tested even more powerful RD17-16 engines at the same time. However, only a handful of these engines were built, and it was assigned for use with the M-52 supersonic bomber, which, in the end, has never flown. Lyulka also worked on an engine of the same thrust class, but the project was only on the drawing board at that time.

For the use with the E-155 aircraft, the R-15B-300 (Izdeliye 15B) variant was developed, with a number of design changes in comparison to the original 15K engines from the drones and the R-15-300 engines from the test planes. In a short time, the designers performed a replacement of the original simple hydromechanic fuel intake control system, optimized for operation at a constant thrust, by a fully governable electronic system (for the first time on a Soviet combat aircraft), type RRD-15B with a spare mechanic system. The work on the electronic governor was led by S. Chiekunov. The problem of the original hydromechanic control became evident already with the E-150 and E-152 planes, where the fuel flow rate was often being changed in a wide range of 150 €" 15000 kg per hour. The system was not designed for so different flow rates. For the E-155, the accuracy of RPM control of 0.2 % was required, and furthermore, the system had to be bound with air inlet governor.

The afterburner chamber was the biggest one that has been built by that time. Furthermore, a new, three-position nozzle had to be designed. The five-stage supercharger was also modified, less tending to **** (pumpaz €" don€t know what it is, sorry - Utchoud), and the tube-annular combustion chamber, now working at a 50?C higher temperature was tuned for operation at a higher altitude. The turbine has one stage. The special T-6 (T €" Toplivo) kerosene with high boiling point is used as fuel. The fuel can be replaced by T-7P and RT (Reaktivnoye Toplivo). Each engine has its own fire detector with ionization sensors and a chlorine-fluorine-carbon (CFC) extinguisher. The RPM at maximum power were 7000.

(Image)

The rear edge of the engine has a respectable diameter of almost 150 cm

The final version of the R-15B-300 and especially its electronic control system was tested intensively in 1963-64 under the Tu-16LL flying laboratory first. The results, however, did not provide all the necessary information, because the flight conditions offered by the T-16 plane were far of those the engine was optimized for. The first R-15B-300 only had a lifetime of 25 hours! The E-155 took off for the first time in March 1964, and in 1965-75 the planes of this type established 21 world records. In the FAI system, the plane was referred to as E-266 and the engine as R-266, that everything in order to confuse the €œwestern€ enemy. The lifetime of the engines of the first serial MiG-25 aircraft was designated as 150 hours, for the following series it was increased to 750 hours of operation. Continuous afterburner operation was initially set to 3 minutes. Later it was increased to 8 and then to 40 minutes. The nozzles are in their rear parts turned slightly toward each other due to aerodynamic purposes, and are so close to each other that their profiles blend together. Therefore, 3 segments had to be removed from each nozzle and replaced by a separating block, attached onto the fuselage. Because of significant heating of the engine surfaces, the aircraft had to be equipped with a high-quality thermal shielding. The engines were used on older MiG-25 aircraft and they proved to be sufficiently reliable even under demanding climate conditions ranging from cold Russia to hot Egypt. The designers of the MiG-25 were finally awarded the Lenin prize, and Fedor Shukhov got it for the R-15B-300 propulsion plant.

The unsuccessful T-37 aircraft project was also based on these engines. The twin-engined Tu-128 2R-15B-300 interceptor, as well as the four-engined Tu-125 supersonic bomber, also remained in the project stage.

(Image)

Engine mounting and placement of fuel tanks with a capacity of 15 tons of special kerosene in the MiG-25 aircraft.

However, the R-15B-300 engines always restricted the MiG-25 performance (cruise speed, range, ...). In flight above M=2.8 they had a tendency to uncontrollable over-revving, they overheated and could have caught fire. After M=3.2 flights (e.g. over Israel at that time) they had to be replaced. Soon after the MiG-25 was deployed, more powerful and more economical propulsion plants were demanded. This could have been achieved even by a not very drastic change of the already available engines.

The new R-15BF2-300 (Izdeliye 65M) by Shukhov and Rotmistrov designers had one more supercharger stage added, and new materials used in the combustion chamber and in the turbine allowed operation at higher temperature. While the outer dimensions were maintained, the compression ratio was increased from 4.75 to 4.95, and fuel consumption was lowered. Thrust increased by about a quarter and would have allowed flights at 3500 kph. Since 1973, the engines were tested on two E-155M (MiG-25M) planes, which achieved several records in climb rate and ceiling. Although the increase of aircraft performance was proved and the engines were fully exchangeable with the previous versions, the serial production of the R-15, lasting for over 10 years, would have been unnecessarily complicated. However, the main issue was that the USSR began changing priorities at that time and extreme speed was no longer as important as before. Furthermore, Koliesov€s PS-30F (D-30F) engines for the planned MiG-31 offered similar performance, but had significantly lower fuel consumption.

The last version produced in series was the R-15BD-300 with modified equipment (gearbox, ...), lifetime designated to be 1000 hours and with €œequal€ performance as its predecessor (see the note below the chart of technical data). The engine was mounted to new series of MiG-25 beginning in the late 1970s, namely at least to these versions: PD, BM and conversions of older aircraft to the versions PDS and RBF. The older MiG-25 planes, whose engines had reached the end of their service time, were already becoming the new R-15BD-300 engines. The later series of the R-15BD-300 had a slightly higher thrust.

One more engine variant was to originate, the R-15BV-300 (V €" Vysotnyj), with improved power at high altitudes. The engine would have allowed flight at unprecedented speed of M=3.5 (over 3700 kph). In the mid 1960s, the engine was considered in conjunction with the E-155PA (MiG-25PA) interceptor. However, the project was not continued any further.

Table:

Type
Length (mm)
Intake diameter (mm)
Maximum diameter (mm)
Dry weight (kg)
Overall compression
Maximum temperature in front of the turbine (?C)
Maximum temperature behind the turbine (?C) - 820 (in flight), 800 (start-ups)
Maximum thrust (kp)
- with afterburner (kp)
- afterburner (alt=15 km, M=1.8) (kp)
- afterburner (alt=11 km, M=2.4) (kp)
Specific fuel consumption €" maximum (kg/kp/h)
- with afterburner (kg/kp/h)

Unless specified, thrust and fuel consumption are at alt=0, M=0.

I do not want to speculate which parameters of the listed engines are 100 % correct, therefore the explanation:
The thrust of the R-15K-300 (KR-15-300) with afterburner is about 10000 kp.
The power of the R-15B-300 with afterburner is given at 10200 or 11200 kp. It is quite probable that the first series (or even only several first specimens) had 10200 kp, the later engines probably had 11200 kp.
The power of the R-15BD-300 is in all sources given at 8800 / 11200 kp. The number 8800 is a bit interesting, because it is always stated that the BD variant only differs from the B variant in the gearbox, which has a negligible effect on engine power. Sometimes, however, it is stated that the new engines also had lower specific fuel consumption, therefore some changes in power would be possible.
Regarding the R-15BF2-300 engine, the sources tell either 10000 / 13250-14500 (source from 1997) or 10900 / 13500. I consider the first one for more credible.
It is sure that the thrust at zero speed and at zero altitude is not decisive for these engines, because they are optimized for completely different conditions.

The weight is taken from sources of the Salyut company and from MAKS show. At 2706 kg it was written that it goes for the version with €œshort nozzle€, at 2772 kg, €œlong nozzle€. The allowed weight discrepancy was 2 %. I have compared it with different lengths given by http://www.airwar.ru and wrote it into the chart. Another source tells 2625 kg for the R-15BD-300.

Reminder: The values in the chart may not always fit the reality accurately, take them as approximate (although there is a large probability that they are close to the real values). The best way to get accurate values would be to ask the manufacturer, but I fear that even there you would not be given values that are universally valid. Simply, every series, if not every single engine, is an original.

Last actualized on 29th June 2004

------------------------------------------------

Enjoy and post questions if anything is not clear.

Utchoud

LEXX_Luthor
08-03-2005, 04:06 PM
AAAHHH I posted just after you did. !!! Thanks Utchoud. http://www.boardy.de/images/smilies/ylflower.gif

I was going to say don't worry about the data table. The units tell me what is going on there.

Much reading to do now. THANKS http://forums.ubi.com/images/smilies/11.gif


3 posts in a row with Fw-190 SiG (including Leadspitter). I need one too, so I can fit in too.

MEGILE
08-03-2005, 04:12 PM
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by LEXX_Luthor:

3 posts in a row with Fw-190 SiG (including Leadspitter). I need one too, so I can fit in too. </div></BLOCKQUOTE>

I suggest a Dora.. and not your fake messerschmitt kind.

XyZspineZyX
08-03-2005, 04:12 PM
funny how russian engine designers basically manufactured low time, throw away engines, pratt and whitney are doing that now with the cessna mustang private jet engines as its cheaper to buy a new motor then do a hot section inspection on a jet engine ill get the actual engine designation

MEGILE
08-03-2005, 04:16 PM
I'm surprised you are interested in the MiG-25 Lexx.... a plane which could fly at mach 3.. not your usual style http://forums.ubi.com/groupee_common/emoticons/icon_confused.gif

XyZspineZyX
08-03-2005, 04:18 PM
they are canadian built PW615 engines, (the company i work for www.leesta.com (http://www.leesta.com) subcontracts for P&WC and machines parts for those engines

LEXX_Luthor
08-03-2005, 04:29 PM
Utchoud:: <BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">The five-stage supercharger was also modified, less tending to **** (pumpaz €" don€t know what it is, sorry - Utchoud), </div></BLOCKQUOTE>
pumpaz -- surge ??
supercharger -- compressor

Lots of problems back then with, I think it was, too much air coming in. Not sure, I should Google jet engine surge.

BabelFish translator:: <BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Power plant. On MiG-25 was used low-pressure TRDF - TURBOJET ENGINE WITH AFTERBURNER R-15B-300 of the construction Of s.K.Tumanskogo. Mass of 2625 kg, the specific consumption of fuel of 1,25/2,7 kg/kgs*ch. The engines are one-circuit, are one-stage, <span class="ev_code_yellow">with the axial-flow five-stage compressors,</span> by tubular-ring combustion chambers, by single-stage turbines, by afterburners and by the three-position adjustable nozzles. The engines, which are incandesced at the speed of m=2,83 to temperature 1000o, were closed with the special silver-plated screens for weakening of heating fuel. Ha each aircraft departed 5 kg of silver. Layer of silver - 30 microns, the coefficient of absorption - 0,03-0,05. Absorbed by the silver-plated screen 5% heat did not release to the tanks thermal insulation glass-fiber mats.

As the fuel was used high-temperature kerosene T-6 or as reserve fuel-, T-7P.. The very same was used as the heat-transfer agent in the cooling system.

~ http://sergib.agava.ru/russia/mikoyan/mig/25/mig25.htm
</div></BLOCKQUOTE>

Thanks again. This is great read. aussom Awsum AUSSUM

LEXX_Luthor
08-03-2005, 04:38 PM
Megile, I am most attracted to high altitude, high speed interceptors, from MiG-3 to F-106 (my two fave planes of all time). Fw Dora is one I am forced against my will to admit -- although I do prefer the original Dora from Spanish Civil WAR. http://forums.ubi.com/groupee_common/emoticons/icon_wink.gif ...and Kurt wanted to make Ta design originally, I think. Bf-109 Femail with GM-1 boost is what I want in a sim. The first one I know of was a German biplane from WW1 that had enormous power/mass with very high rate of climb and was designed as pure interceptor. Didn't see much service if any, I think, and I forgot the manufacturer -- not Fokker.

PS:: what were operational Jumo-004 and BMW-003 hours?

MEGILE
08-03-2005, 04:45 PM
What do you think of the F-15A.. built to counter the MiG-25 http://forums.ubi.com/groupee_common/emoticons/icon_cool.gif
Also, I think first USAF plane to have T/W ratio &gt;1 http://forums.ubi.com/images/smilies/16x16_smiley-happy.gif

LOMAC demonstrates this well.. allbeit the Eagle has to be low on fuel, no ordinance...
Take off 90 Degrees up, and watch the speed increase. http://forums.ubi.com/images/smilies/blink.gif

LEXX_Luthor
08-03-2005, 05:08 PM
Megile:: <BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">What do you think of the F-15A.. built to counter the MiG-25 </div></BLOCKQUOTE>
I prefer the classic aviation goal of Higher, Faster, Further. I think of little after 1960. McNamara, Sandys, and Khrushchev, all working together, killed off the world's real future military aviation -- and hence aerospace -- development at about 1960. A tiny hint on this from the Russian side buried inside this paragraph...

Babelfish translator:: <BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Most of all in the newspaper sensation were interested industrialists. The fact is that in THE USA there was his <span class="ev_code_yellow">Khrushchev from the aviation - Minister of Defense Robert M[c]NAMARA</span>. He and its assistants in their time calculated destroyers [..(manned fighters)..] by the absolutely obsolete class of aircraft. on the refusal of development of which it is possible to save well. As a result for 15 years after the creation of the "phantom" of work on creation the new destroyers in THE USA they did not conduct. Naturally this state of affairs did not remove children from MDONNELL- Douglas and General Daynemiks. Regarding "that such MiG-25 and as with it to live further?" - were carry ouied special hearings in the congress. Military industrial lobby mixed into the heap notorious untruth, adequate information, half-truth and attained its goal: the design of destroyers was renewed. Newspaper publications apropos of MiG slowly exile on no, especially as there was legal information on the aircraft not; reviewers refer to what MiG-25 is three-swinghowl the air-superiority fighter, prepared in essence from titanium. Americans verified the validity this assertion in 1976.

~ http://sergib.agava.ru/russia/mikoyan/mig/25/mig25.htm
</div></BLOCKQUOTE>
http://forums.ubi.com/images/smilies/16x16_smiley-happy.gif

LEXX_Luthor
08-03-2005, 05:42 PM
Utchoud/Article:: <BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">
:
:
Simply, every series, if not every single engine, is an original. </div></BLOCKQUOTE>
http://forums.ubi.com/images/smilies/16x16_smiley-tongue.gif

Great read. Thanks again to author Zden"k Kussior and Utchoud for translation. This was ~very~ helpful.

http://forums.ubi.com/images/smilies/11.gif

Utchoud
08-04-2005, 12:22 AM
You're welcome, I'm gald I could help.

I often use "supercharger" for "compressor", because I don't know what's the difference between these words. As for "surge", it's probably the correct translation of "pumpaz" (too much air pumped into the engine), as you say.

Umm... and in the last sentence, "actualized" stands for "updated", of course.

LEXX_Luthor
08-04-2005, 06:49 PM
Thanks. I guess over here we say "compressor" for the jets and say "supercharger" for the piston engines compressors. Our "superchargers" are limited to centrifugal compression only, and our jet "compressors" use axial compression too, so that's one difference I am thinking.

Found some stuff on the proposed BV engined -25...

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">
E-155PA "FoxBat - A" interceptor

In the mid-60s, the Mikoyan design bureau designed an upgraded E-155PA interceptor intended to intercept high-speed aerial targets flying at a speed of 3,500-4,000 km/h within the 100 m-30,000 m altitude range. The aircraft was supposed to be powered by two R15BV-300 high-altitude engines and feature a new weapons suite with the Smerch-100 radar (the predecessor of the MiG-31's Zaslon radar), as well as new R-100 long-range air-to-air missiles. The E-155PA was to have an increased speed of 3,700-4,000 km/h at high altitude. Owing to the change of requirements, the E-155PA programme was terminated.

~ http://sb.balancer.ru/russia/mikoyan/mig/25/pa/mig25pa_e.htm
</div></BLOCKQUOTE>

Daiichidoku
08-05-2005, 07:53 AM
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by LEXX_Luthor:
Megile, I am most attracted to high altitude, high speed interceptors, from MiG-3 to F-106 (my two fave planes of all time). Fw Dora is one I am forced against my will to admit -- although I do prefer the original Dora from Spanish Civil WAR. http://forums.ubi.com/groupee_common/emoticons/icon_wink.gif ...and Kurt wanted to make Ta design originally, I think. Bf-109 Femail with GM-1 boost is what I want in a sim. The first one I know of was a German biplane from WW1 that had enormous power/mass with very high rate of climb and was designed as pure interceptor. Didn't see much service if any, I think, and I forgot the manufacturer -- not Fokker.

PS:: what were operational Jumo-004 and BMW-003 hours? </div></BLOCKQUOTE>


wish i could be exact, lexxx...

the jets were good fo rABOUT 25 hours before overhaul, AFAIK,

and the german plane you mentioned...could it be the siemens-schukbert (sp) scout?..had a 4 blade prop, short n stubby lil thing

LEXX_Luthor
08-05-2005, 05:16 PM
Siemens-Schukbert, I think that's it. Yes, it was kinda tubbie if I recall. I have some old WW1 stuff buried here, somewhere. I'll have to digg this out. Thanks Daiich. As you can freely observe, I'm still into the Sci-Fi Fantasy genre.

Utchoud
08-06-2005, 12:59 AM
Siemens-Schuckert is the correct spelling of the company, just for case you want to google something

LEXX_Luthor
02-21-2006, 12:28 PM
* thump *

Interesting thing...

I had once found a website with lots of info on the original SNARS-250 missile of 1950 but it was written in "latin russian" that cannot be translated anywhere. But here is new and LONG article (translatable Russian) on mass produced R-8 missile (Yak-28, Su-11, Su-15) and we find the SNARS development Team were the people who made the R-8. Almost the first half of the article deals with the old SNARS -- lots of info. I always thought the mysterious ancient missile looked modern for 1950, even 1960s R-8-esque. No wonder. The same team carried the basic external design into the later missile.

R-8 (or "K-8") included here ~&gt; http://www.missiles.ru/history.htm

*BabelFish translator required, paragraph by paragraph as translating the whole page generates BabelFish errors. Huge article on K-5, and rare stuff on cancelled K-6 and -7. Articles are developing as we post.

-----

Old article on SNARS-250, not translatable http://forums.ubi.com/images/smilies/bigtears.gif ~&gt; http://www.airwar.ru/weapon/avv/snars-250.html

Kocur_
02-21-2006, 01:59 PM
Pumpaz or pompazh or pompaż is an unstable state of compressor, when different pressures occur on compressor disc and it stops to work properly. In result engine stops to produce thrust - and thrust should be produced under pilots seat http://forums.ubi.com/groupee_common/emoticons/icon_biggrin.gif.

wayno7777
02-21-2006, 08:49 PM
They wanted 25 hrs, but it was usually around 10....

LEXX_Luthor
03-01-2006, 09:31 AM
7777:: <BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">They wanted 25 hrs, but it was usually around 10.... </div></BLOCKQUOTE>
Jumo and BMW? Okay that's in the same ballpark as the early R-15.

Thanks Kocur http://forums.ubi.com/images/smilies/halo.gif
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Pumpaz or pompazh or pompaż is an unstable state of compressor, when different pressures occur on compressor disc and it stops to work properly. In result engine stops to produce thrust - and thrust should be produced under pilots seat http://forums.ubi.com/groupee_common/emoticons/icon_biggrin.gif
</div></BLOCKQUOTE>